An Electric Power Assisted Steering System

ABSTRACT

An electric power assisted steering apparatus comprising a combined angular position and torque sensor assembly comprising an upper column shaft that in use is operatively connected to a steering wheel of the vehicle, a lower column shaft that in use is operatively connected to the road wheels of the vehicle, a torsion bar that interconnects the upper column shaft and the lower column shaft, a first and a second torque signal generating means that each generate a first torque signal based on angular deflection of the torsion bar, an absolute position signal generating means that in use produces an absolute upper column position signal indicative of the angular position of the upper column shaft, an electric motor that is connected to the lower column shaft of the torque sensor assembly, and a motor position sensor carried by the motor that provides a motor position signal dependent on the angular position of the motor rotor. The apparatus further comprises a virtual torque signal generating means that in use is adapted to determine a third torque signal from a combination of the motor position signal and the absolute angular position signal produced by the processing means.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a national stage of International Application No.PCT/GB2015/051832, filed 23 Jun. 2015, the disclosures of which areincorporated herein by reference in entirety, and which claimed priorityto Great Britain Patent Application No. 1411294.0 filed 25 Jun. 2014,the disclosures of which are incorporated herein by reference inentirety.

BACKGROUND OF THE INVENTION

This invention relates to improvements in electrical power assistedsteering systems.

In a typical electric power assisted steering system, an electric motor,such as a three phase DC electric motor, is connected to a part of thesteering mechanism, typically to the steering shaft that connects thesteering wheel of the vehicle to the road wheels. A sensor, such as atorque sensor, produces a signal indicative of the torque applied to thesteering wheel by the driver, and this signal is fed into amicroprocessor. The microprocessor uses this signal to produce controlsignals for the motor which are indicative of the torque or current thatis required from the motor. These control signals are converted intovoltage waveforms for each phase of the motor within the microprocessor,and these in turn are transmitted from the microprocessor to a motorbridge driver.

The motor bridge driver converts the control signals, which aretypically low level voltage waveforms, into higher level voltage drivesignals that are applied to the respective phases of a motor bridge. Atypical bridge comprises a set of switches that selectively applycurrent from a supply to the phases of the motor as a function of thehigh level voltage drive signals applied to the switches from the bridgedriver circuit. By controlling the switches the current in the motor canbe controlled relative to the motor rotor position, allowing the torqueproduced by the motor to be controlled. The motor in use is therebycaused to apply an assistance torque to the steering system that helps,or assists, the driver in turning of the steering wheel. Because thistorque affects the output of the torque sensor, this forms a type ofclosed loop control allowing accurate control of the motor torque to beachieved.

The torque sensor typically comprises a torsion bar and two angularposition sensors, one of which provides an output signal representingthe angular position of the steering system on one side of the torsionbar and the other an output signal representing the angular position ofthe steering system on the other side of the torsion bar. When no torqueis applied, the two output signals will be in alignment, but as a torqueis applied the torsion bar twists causing the two angular positionsensors to move out of alignment. This relative change in the outputsignals provides the measurement of torque needed.

To provide additional margin of safety in the event of a fault it iscommon to use a dual channel torque sensor, which produces two channelsof information that each respectively provide a torque measurement. Inuse, the torque indicated by each channel is checked against the otherand if they are in agreement it can be assumed that the torque value isreliable. If they are not in agreement, one or both channels may befaulty and an error flag can be raised. Typically when this happens theassistance torque is not applied by the motor.

Although dual channel torque sensors give increased safety it is notpossible to continue to safely apply assistance torque if one channel isfaulty even if the other is not, partly because it may not be possibleto tell which channel is faulty and which is reliable, and also becausethere is no way to provide protection against a subsequent faultoccurring in the one remaining good channel.

BRIEF SUMMARY OF THE INVENTION

A feature of the present invention is therefore to provide an electricpower assisted steering apparatus that ameliorates the problems relatedto prior art systems when a fault is detected.

According to a first aspect the invention provides an electric powerassisted steering apparatus comprising:

a combined angular position and torque sensor assembly comprising anupper column shaft that in use is operatively connected to a steeringwheel of the vehicle, a lower column shaft that in use is operativelyconnected to the road wheels of the vehicle, a torsion bar thatinterconnects the upper column shaft and the lower column shaft,

a first torque signal generating means that generates a first torquesignal based on angular deflection of the torsion bar,

a second torque signal generating means that generates a first torquesignal based on angular deflection of the torsion bar,

an absolute position signal generating means that in use produces anabsolute upper column position signal indicative of the angular positionof the upper column shaft,

an electric motor that is connected to the lower column shaft of thetorque sensor assembly so that a change in the angular position of themotor produces a corresponding change in the angular position of theoutput shaft and the relative angular positions are unaffected bytorsion carried by the torsion bar, and

a motor position sensor carried by the motor that provides a motorposition signal dependent on the angular position of the motor rotor,

characterised in that the apparatus further comprises a virtual torquesignal generating means that in use is adapted to determine a thirdtorque signal from a combination of the motor position signal and theabsolute angular position signal produced by the processing means.

The apparatus may include an upper column angular position sensing meansthat produces at least one output signal that is dependent on theangular position of the upper column shaft;

a lower column position sensing means that produces at least one outputsignal that is dependent on the angular position of the lower columnshaft, and

a processing means which produces the first torque signal from an outputsignal from the upper and lower column sensors, and produces the second,independent, torque signal from the output signals from the upper andlower column sensors.

The absolute position signal generating means may comprise a secondaryangular position sensor (typically independent from the upper columnangular positions sensor mentioned in the preceding paragraph) that isattached to the upper column and produces an absolute position signalthat is unique over a range in excess of one rotation of the uppercolumn, preferably unique over 3 or more rotations. It should be uniqueover the full range of rotation of the steering wheel attached to thesteering apparatus.

The sensor may be connected to the upper steering column through a gear,which may step up or step down the rotation of the sensor relative tothe upper column shaft.

The generating means may observe the output of the angular positionsensor to produce the angular position signal.

Alternatively, the absolute position signal generating means may bearranged to produce the independent absolute upper column angularposition signal using one of the output signals from one of the upperand lower column positions sensors together with the output of thesecondary angular position sensor. This may comprise using adifferential process where the angle is worked out by looking at thedifference between the signals from two sensors which have differentphasing.

The absolute position generating means may share one or more sensorswith the first torque signal generating means and/or with the secondtorque signal generating means.

The apparatus may include a cross checking means that is arranged tocross check the first and second torque signals with the third torquesignal to check the integrity of the torque sensor.

The cross checking means may form part of the processing means and thevirtual torque signal generating means may also form part of theprocessing means. The processing means may comprise one or more discretesignal processing units, each comprising an integrated circuit.

The invention therefore provides an apparatus in which a third torquesignal is produced from a motor position sensor along with angularposition information from the torque sensor, and this can be used toverify the function of one or both torque channels of the torque sensorin the event of a fault whereby the two torque channels do not give thesame torque value. This may allow the apparatus to continue to functionwhen a prior art apparatus with just the two channels would need to beshut down.

Each of the upper angular position sensing means used in generating thetorque signals may comprise two angular position sensors, each of whichis adapted to generate one of the output signals, each of which isindependent of the other. Each sensing means will therefore provide twosignal channels 1 and 2 allowing for the independent first and secondtorque signals to be produced.

More specifically, each of the angular position sensors of the uppersensing means may comprise a rotary sensing element carrying amodulating track attached to the shaft and a detector or a common rotarysensing element may be used with two detectors so that the two channelsare fully independent but share a physical rotor. A similar arrangementmay be provided for each of the sensors of the lower sensing means.

Each of the upper and lower column sensors may have a relatively highresolution (a fine angle sensor) and may produce a signal that repeatswith a period that is less than one rotation of the respective upper andlower shaft so that on its own each of the output signals does notindicate the absolute position of either of the shafts. They may repeatat 20 degrees or at 40 degrees, or one at 20 degrees and the other at 40degrees. The upper sensor(s) may repeat at 20 degrees and the lowersensor(s) at 40 degrees. Of course, other angles of repeat could be usedwithin the scope of the invention.

The processing means may process the upper and lower signals of eachchannel to produce a torque signal by using a differential process inwhich the relative phase of the two signals is determined and the torqueis derived from the difference between the two signal values. Where eachoutput signal of a channel varies linearly before repeating, an increasein torque will cause a drift in phase between the two output signals ofthe channel that represents the torque across the torsion bar.

Where each of the output signals of the upper and lower column sensorsdoes not provide an absolute column position measurement over more thanone full revolution of the shaft the apparatus may further include asecondary column sensor that produces an output signal that is dependenton the position of the input shaft, and the processing means may producethe absolute upper column angular position signal by combining theoutput of this sensor with the output of one of the upper and lowercolumn sensors. This additional secondary upper column angular positionsensor may be part of the upper column positions sensing means.

This secondary sensor may comprise a part of the combined torque andposition sensor.

Therefore, the combined torque and angular position sensor may comprisea total of five sensors: the upper column sensing means comprising thetwo upper column sensors and the secondary sensor, and the lower columnsensing means comprising the two lower column sensors.

The processing means may output the following signals: torque channel 1,torque channel 2, fine angle signal from the upper sensor (or an uppervirtual angle from lower and upper sensors as described below) and acoarse angle signal.

The processing means may be adapted to produce the absolute angularposition signal for the upper column by combining the secondary sensoroutput with one of the lower shaft sensor output signals and prior tocombining or during the combining the processor may correct the outputsignal of the lower column shaft sensor to remove the effect of anytwisting of the torsion bar as indicated by the torque signal that isproduced by the processor.

The correction is needed to bring the frame of reference of the lowersensor into that of the upper column sensor, allowing the virtual uppersignal to be combined with the coarse angle signal to generate anabsolute upper column angle signal. If an output signal from the uppercolumn sensing means in the production of the absolute position signal,with the lower column shaft sensors playing no part, the correctionwould not be needed.

The system may include a motor controller that receives at least one ofthe torque signals and causes the motor to produce an assistance torque.It may also receive the absolute position signal produced by theprocessor.

The skilled reader will understand that by using the term “connected” wemean that the parts in are in direct contact or are connectedindirectly, for instance through intermediate parts such as a gearboxthat is located between the motor and the output shaft.

The motor position sensor may comprise a physical position sensor suchas a rotary encoder. Alternatively it may comprise a virtual positionsensor in which the position of the rotor is determined by monitoringone or more parameters of the motor, such as the motor current in one ormore of the motor phases and the motor inductance.

The third torque signal may be generated by producing a virtual torquesignal and to do so the processing means may comprise Lower columnabsolute position determining means that determines the absoluteposition of the lower column from the motor position;

And

Virtual torque determining means that compares the absolute upper columnposition signal with the lower absolute position signals to determinethe deflection of the torsion bar and therefrom the torque.

The virtual torque may be determined from the angular deflection of thetorsion bar.

The first angular position signal and additional angular position signal(from the additional upper column sensor when provided) may repeatperiodically as the upper column shaft rotates, the signals drifting outof phase over multiple rotations to allow an absolute positionmeasurement over more than one rotation to be determined.

To determine the absolute angular position of the lower shaft it isrequired that the processing means can determine the absolute positionof the motor in the same frame of reference as the column shaft.

The motor position sensor may produce a value that increases from aminimum to a maximum every 360 degrees of electrical rotation, repeatingad nauseum for each full electrical rotation thereafter.

To facilitate further processing, an unwrapped motor position signal maybe formed. At key on this is initialised to the initial reading from themotor position sensor. At every subsequent software iteration thedifference between the current and the previous motor position signal isadded to the unwrapped motor position signal. When forming thedifference between current and the previous motor position signals, anydifference >180 deg or less than −180 deg indicates that the motorposition signal has wrapped. 360 degrees is added or subtracted to thedifference to bring it back into the range+/−180 deg. This correcteddifference is used to update the unwrapped motor position signal.

To convert this repeating signal into an absolute position signal in theupper column shaft frame of reference, the processing means mayadditionally add to this signal a delta offset value that is indicativeof the angular position of the motor within one electrical rotation atthe time when the upper column is at zero degrees with no torque appliedacross the torsion bar.

In addition the processing means may also apply to this signal a basemotor position value which is representative of how many motorelectrical rotations the motor is from the straight ahead position,typically with a zero value corresponding to the upper column also beingat zero degrees and with no torque carried by the torsion bar.

Both of these offsets are required if the lower column absolute positionis to be determined in the frame of reference of the upper column,without which the comparison between absolute lower column position andupper column position could not be made.

The delta offset may be stored in a memory and may be retained for useduring key on when the system is switched to a state in which positionmeasurements are made.

The base motor position value cannot be stored for use at key on becauseit may change when the system is switched off and measurements are notbeing taken.

The processing means may be adapted to determine the base motor positionvalue at key on by comparing the motor position from the position sensorwith the absolute upper column position to determine a central, mostlikely, candidate, choosing a higher candidate that is one motor wrapabove this and a lower candidate that is one motor wrap below this, andduring subsequent unpowered motion of the steering system producing atorsion bar deflection value from each candidate and ruling out thecandidates that give implausible torsion bar deflection values over timeas the steering system moves until there remains only one plausiblecandidate.

At key on, any of the three candidates is plausible. However, in use allbut one will produce a torsion bar deflection signal that has a valuethat is physically impossible due to fact that the physical torsion bardeflection is limited by dog stops.

Of course, if the torque sensor is known to be working at key on thereis no need to adopt this approach. In that scenario, the torque in thetorsion bar will be known reliably and can be taken into account whenobserving the motor position to give a simple calculation of base motoroffset.

The torque sensor and the motor position sensor may each comprisediscrete processing units, each having its own integrated circuit andtiming. The applicant has appreciated that this can lead to small timingerrors in the capture of the position signals, which can giveunacceptable errors between the torque signals produced by the torquesensor and the virtual torque signal.

To compensate for this, each processing unit may apply a time stamp tothe signals indicating the precise time that the signal valuecorresponds to. During any processing that requires signals from the twoprocessing units to be combined a correction may be applied tocompensate for any differences in the time stamps. This effectivelyallows the signals to be adjusted to bring them to precisely the sameframe of reference (in time).

The reader will appreciate that in at least one arrangement within thescope of the present invention, there is some commonality between theparts that are used to form one of the torque channels and the partsused to produce the absolute angular position signal. This can lead to acommon mode of failure whereby a fault in the torque signal can beproduced, which leads to a fault in the absolute position signal.

The apparatus may therefore be arranged to perform a cross check betweenthe output signal from the secondary upper shaft angular position sensorand a virtual upper column position signal, producing an error signal ifthe two signals do not vary relative to each other in an expected manneras the steering rotates. In an error free system, the virtual columnposition signal and secondary position sensor output signal will bothfollow each other as the steering is turned. In practice they will bothvary relative to one another due to run out of the sensor rotors andother effects, and this variation will be constant and a characteristicfeature of the system that can be learnt.

The processing means may therefore be adapted to learn the expectedvariation with angular position during an initial learning phase of theapparatus following key on.

The learnt variation may be stored in a memory. A set of characteristicsmay be learnt for rotation of the steering in one direction and adifferent set may be learnt for variation of the steering in the otherdirection.

The stored data may comprise an offset value corresponding to each of aset of angular positions of the steering system, for example 100 equallyspaced angular positions. One set may be stored for movement in a firstdirection and another set for movement in the other direction.

In at least one arrangement the secondary angular position sensor mayhave a poor resolution (a coarse signal).

In a further refinement, each value of the output signals may be markedwith a precise time stamp indicating the time at which the value iscorrect. This time stamp may be tied to a clock signal that drives eachprocessor that generates the signal.

The apparatus may be arranged so that, when any two signals arecombined, the time of the two signals is aligned based on the respectivetime stamps so that any difference associated with differences in timeof the signals is reduced.

By correcting the signals to ensure they are aligned in time theaccuracy of the processed signals, such as torque or motor position, canbe improved.

Other advantages of this invention will become apparent to those skilledin the art from the following detailed description of the preferredembodiments, when read in light of the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a general view of a part of an electric power assistedsteering system which falls within the scope of the present invention;

FIG. 2 is a block diagram of the key parts of an electrical circuit ofthe system of FIG. 1;

FIG. 3 is shows the key components of a combined torque and angularposition sensor used within the system of FIG. 1;

FIG. 4 is a general view of the mechanical arrangement of the sensor ofFIG. 3;

FIG. 5 shows in more detail one arrangement of the sensing electronicsof the sensor of FIG. 4;

FIG. 6(a) to (b) show the variation in the output signals of the sensorof FIG. 3;

FIG. 7(a) is system diagram showing the inputs to the processing unit,the torque output from the unit that is fed to the motor controller andthe processing stages that may be performed within the processing unit;and FIG. 7(b) shows in more detail the sub-stages that may be performedto generate a virtual upper column torque and the two torque channelsignals;

FIG. 8(a) to (c) shows the effect of twist in the torsion bar on therelative positions of the upper and lower shaft;

FIG. 9 shows (a) the variation in motor position sensor output, (b)corresponding variation in lower column position (taken with zeroincluding a notional delta offset of zero degrees in this example) and(c) the variation in base motor position value; and

FIG. 10 shows the variation between angular position sensor outputs asthe steering shaft 5 is rotated due to run-out and the like in thesensor rotors; and

FIG. 11 shows the generation of a 0-1480 signal produced by observingthe difference between the 40 degree and 296 degree angle signals.

DETAILED DESCRIPTION OF THE INVENTION

As shown in FIG. 1, an electric power assisted steering system 1 islocated within a steering apparatus between the steering wheel and theroad wheels. The system comprises an electric motor 2 which has anoutput shaft 3 that is connected to a lower steering column shaft by agearbox 4, usually comprising a worm gear that cooperates with a wheelgear. The lower shaft is connected to the road wheels of the vehicle,indirectly thought a rack and pinion or other connection. An uppercolumn shaft supports the steering wheel, and connecting the upper shaftto the lower shaft is a torque sensor 6. The torque sensors comprises atorsion bar that connects the upper and lower shafts, designed to twistby a known amount in response to a torque applied across the torsion baras the driver turns the steering wheel. The maximum twist is limited byproviding dog stops on the upper and lower shafts to +−5 degrees.

The torque sensor detects the twist of the torsion bar and converts thisinto at least one torque signal, although as will be apparent in apreferred embodiment it produces two torque signal channels, and one ofthese torque signals is fed to a controller 7 of a motor drive circuitthat is provided within a microprocessor chip. The controller producesmotor phase voltages that are applied to the switches of a motor bridgeassociated with each phase of the motor to cause the motor to produce atorque that assists the driver. This is usually proportional to themeasured torque, so that as the driver applies a higher torque the motorprovides a higher amount of assistance to help turn the wheel.

As shown in FIG. 2, the controller comprises a microprocessor 8 thatreceives the torque signal and a measure of the current i flowing in themotor (either in each phase or the overall current into or out of themotor). It also receives a measure of the motor rotor position from amotor rotor angular position sensor connected to the motor, or itcalculates this internally from the current signals. The rotor positiontogether with current allows the controller to determine the torque thatis being applied. The measure of the torque from the torque sensor isused by the controller to determine what torque it is to demand from themotor. Again this is well known in the art, and many different controlstrategies and motor phase voltage waveforms to achieve the requiredtorque have been proposed in the art.

The output of the microprocessor 8 will typically be a set of motorphase voltage waveforms, typically PWM waveforms that represent thephase voltages that are required by the controller to achieve thedesired motor current and hence motor torque. These are low levelsignals, and are fed from the controller to the inputs of a motor bridgecircuit 9. The function of the motor bridge circuit 9 is to turn the lowlevel signals into the higher level drive signals for the switches of amotor bridge 10. For instance with a three phase motor each phase willbe connected to the positive supply through a high switch and the groundthrough a low switch, only one of which will be connected at any giventime according to the pattern defined by the PWM switching waveforms.

FIG. 3 shows an exemplary torque sensor assembly in more detail andFIGS. 4 and 5 show still more detail of parts of the sensor. In its mostgeneric form the torque sensor can be any arrangement that produces twotorque channels and an upper column position signal. Ideally these twotorque channels and also the upper column position signal should beindependent from each other.

In this example a sensor has been selected that comprises a combined twochannel torque and single channel upper column position sensor having atotal of five sensors 11, 12, 13, 14 and 15 combined in a singleintegrated unit with a common pre-processing unit that produces thesensor output signals from raw internal signals from the sensors. Threeof the sensors are located on an upper column shaft 5 a and two on alower column shaft 5 b, the two shafts being connected by a torsion bar18 that twists as torque is applied across the shaft 5.

The five sensors comprise:

Two fine angle upper column angular position sensors 13, 14 attached tothe upper column shaft end of the torsion bar and each producing anindependent angular position signal (channel 1 signal and channel 2signal) that together form a part of an upper column sensing means;

two fine angle lower column angular position sensors 11, 12 attached tothe lower column shaft end of the torsion bar closest to the motor andeach producing an independent angular position signal (channel 1 andchannel 2 signal) that together form a lower column sensing means; and

a secondary upper column position sensor 15 that produces a coarseresolution angular position signal and which can be considered a furtherpart of the upper column sensing means.

The processor 17 uses a subtraction principle to detect twist in thetorsion bar, subtracting the position of the lower shaft from that ofthe upper shaft (or vice versa) to determine an angular deflection valuefor the torsion bar. This is done twice, once for the upper and lowerchannel 1 signals, and again for the upper and lower channel 2 signalsto give two independent torque measurements or torque channels.

The torsion bar 18 is designed to twist through a maximum of +/−5degrees about a centre position in response to a maximum expected torquein each direction as described above. Once this range has been reachedfurther twisting is prevented by the interengagement of the dog stops onthe upper and lower column shafts, saving the torsion bar from damageand giving a solid connection should the torsion bar ever fail.

Each of the angular position sensing means includes a respective metalrotor 19, 20 comprising a flat metal disk having a plurality of equallyspaced radial arms forming an annular track of cutouts 19 a that extendsaround the disk. There are therefore two disks in total, one on thelower shaft and one on the upper shaft. The relevant parts of anexemplary sensor assembly are shown in FIGS. 4 and 5 of the drawings.

The angular width of each cut out is equal to the angular spacingbetween each cut-out. The spacing of the cut-outs of the lower shaftrotor is 40 degrees and the upper is 20 degrees. (in the example rotorand stator of FIG. 5 the angle is set by the spacing X degrees betweenthe radial arms of the coils, and this will differ for the upper andlower sensors). They differ due to physical constraints in themanufacture of the particular sensor assembly are in some ways areunique to this described embodiment. Indeed it would be preferred ifthey were both 40 degrees or more in periodicity.

Each rotor 19, 20 cooperates with a stator support part 21 thatcomprises a printed circuit board to form two angular position sensors.The board 21 carries the active parts of the sensing means comprisingtwo excitation coils and two sets of receiver coils, one excitation coiland one set of receiver coils forming each of the two sensors. Theexcitation coil of each sensor forms part of an LC circuit and generatesa magnetic field. This field induces a current in the metal rotor and inturn the rotor generates its own magnetic field that couples back to therespective receiver coils of that sensor on the pcb. The inducedvoltages in each of the three receivers varies according to the rotorposition and the pre-processing unit of the sensor assembly converts thethree signals into an output signal for the sensor that varies linearlywith rotor position. As the rotor rotates each of the angular positionsignals will vary linearly with a periodicity of 40 degrees for thelower rotor and 20 degrees for the upper rotor. The output signalstherefore repeat many times during a complete revolution of the uppershaft and so on their own do not provide an indication of the absoluteposition of the shaft over the full range of movement of the upper shaftwhich is typically between 3 and 4 turns lock to lock of the steeringwheel.

FIGS. 6(a) and (b) shows how the output signal from the upper and lowersensor output signals vary over one full rotation of the steering shaftin the case where no torque is applied. As can be seen each varieslinearly over 20 or 40 degrees before repeating. If a torque is appliedthe relative phase of these ramp signals will vary and this is what isused to determine the torque (the maximum twist of the torsion bar isconsiderably less than 20 degrees so there will always be an unambiguousphase change between the ramps that can be detected). This form ofdifferential measurement across two sensors is well known in the art andso will not be explained further here.

The upper and lower sensor output signals are fed into a processingmeans 19, shown in FIG. 2 and in more detail in FIG. 7(a), which outputsthe torque signal that is fed to the motor controller 8.

In use, as shown in FIG. 7a , the processing means 19, typically asignal processor formed from a microprocessor and associated memorywhich contain programme instructions, will in a first stage 19 a comparethe output signals for channel 1 from the upper and lower angularposition signals to generate a first (channel 1) torque signal T1, anddoes the same for the channel 2 signals to produce a channel 2 torquesignal T2 that is independent from channel 1. In normal operation thesewill provide the same torque value.

In addition, the processor produces 19 b an absolute angular positionsignal representative of the absolute position of the upper shaft. Thiscannot be produced using the channel 1 or channel 2 angular positionsignals on their own because they repeat with a periodicity far lessthan one rotation of the upper column shaft. To get absolute positioninformation, the processor therefore also uses the output signal fromthe secondary upper column shaft position sensor. This process, formedwithin stage 19 a, is shown in more detail in FIG. 7(b).

This secondary sensor is connected to the upper column shaft through agear wheel. This can be seen in FIG. 3. This sensor 15 has a much lowerperiodicity than either of the upper and lower column sensors, and inthis example outputs a linearly varying signal that repeats every 296degrees of rotation of the upper shaft. This is shown in FIG. 6 (c). Itcomprises a single magnet with a north and south pole that rotates pasta single Hall effect sensor, giving a ramped waveform that variesthrough one cycle over the 296 degrees. The signal is a “coarse” signalbecause for a given level of bits in the digital signal it must coverall the values from 0 to 296. By comparison, for the 20 degree sensor itis a “fine” signal because the bits in the digital signal must cover asmall range of angles, e.g. more than 10 times the angular resolutionfor a given number of bits in the digital signal.

To get the absolute column position the processor may process the valueof the secondary sensor output signal, repeating every 296 degrees, withthat of the 20 degree or 40 degree sensor. In this example, it processesit with a modified form of the channel 1 signal from the lower columnsensor, modified to remove the effect of twist of the torsion bar toform a “virtual upper column position signal” that repeats every 40degrees of rotation. This comparison enables a unique angular positionsignal for the upper column to be produced that repeats every 1480degrees (since this is the angle of rotation before the pairing ofvalues of the secondary sensor and virtual upper column signal). This isshown in FIG. 11.

The “virtual upper column position signal” is a modified form of theoutput of the lower shaft angular position sensor. The lower shaftangular position is modified, or compensated, by the processor to takeinto account the effect of torque twisting the torsion bar. The “virtualupper column position signal” repeats every 40 column degrees, whereasthe upper angle position sensor repeats every 20 degrees. Thistransformation is necessary so that the combined signal has appropriaterange and can cover the required 3 or more turns of steering wheel lockbefore a repeating (i.e. non unique angular position value iscalculated).

Note that this use of a “virtual” upper column position signal isspecific to this embodiment where the 20 degrees sensor is on the uppercolumn and the 40 on the lower. If they had been the other way round itwould be possible to combine the secondary sensor value with the uppercolumn sensor channel 1 or channel 2. As it is, use of a 20 degreesensor would not give the required unique absolute position signal overa typical 3 to 4 turn lock to lock as the pair of signals would givenon-unique values after far less rotation of the upper column shaft,less than the required 3 to 4 turns lock to lock.

The processing means 19, when functioning correctly as described above,produces two torque signals (channel 1 and channel 2) and an absoluteupper column position signal using some of the sensor information commonto the production of channel 1 of the torque signal.

The controller 8 requires only one of the two torque signals tofunction, i.e. it needs a valid torque signal. Therefore, before passingone of the channels to the controller the processor of the combinedtorque and angular position sensor checks in a stage 19 c that they arein agreement. If they match, the average of the two torque signal is fedto the controller 9. If they match, it is assumed that the value iscorrect.

If the check stage 19 c sees that they do not match, and do not match bymore than a safe acceptable amount, the two torque channels are alsochecked in that stage against a third “virtual” torque signal T3 that isproduced using a motor position sensor 20 as will now be described. Ifthe third signal matches one of the torque channels T1 or T2, then thattorque channel is fed to the controller 8 as it is assumed to bereliable. If it does not match either channel 1 of channel 2 torque anerror is flagged at a diagnostic output 19 d and assistance is stopped.

In addition to the combined torque and position sensor the apparatustherefore includes a motor position sensor 20 that has its own processor21. The motor position sensor 20 is similar in construction to one ofthe position sensors of the torque sensor, with a rotor and a stator.The rotor and stator form an incremental encoder with a metal encoderdisk defining encoder regions over a full revolution similar to those ofthe torque sensor attached to the motor rotor. The sensor also comprisesthree Hall effect sensors that cooperate with an index track, eachproducing a signal that is 120 degrees out of phase with the other two.Hall sensor 1 reads 1 from 0-120 degrees electrical and zero for allother angles. Hall sensor 2 reads 1 from 120-240 degrees electrical andzero for all other angles. Hall sensor 3 reads 1 from 240 to 0 degreesand 0 at all other angles.

The incremental encoder has two sensors 90 degrees out of phase with theother to give an A and a B channel. As the rotor rotates through onefull electrical motor revolution each of the A and B channels will varybetween a 0 and 1 value to give a repeating waveform as shown in FIG. 9.Providing two channels allows the direction of rotation to be determinedby looking at the order in which the edges of each signal occur andwhether they are rising or falling edges. The incremental encoder countsup as the rotor rotates until it has gone through one full rotation, atwhich time the count is reset to zero and the count repeats, or thedirection changes and the counter counts down.

The motor 2 has four electrical rotations per mechanical rotation, soone cycle of the incremental encoder (360 degrees electrical) equals 90degrees mechanical rotation of the motor rotor. The motor output shaftspins with the rotor and is connected to the lower column shaft througha gearbox with a ratio of 20.5 turns (of the motor) for one full turn ofthe lower column shaft. Thus, each cycle of the motor position signalwill correspond to 4.39 degrees of rotation of the lower column shaft.This is shown in FIG. 9(a).

The output of the motor sensor is converted by the processing unit, instage 19 e, into a measure of position expressed in the upper columnshaft reference frame by the processing unit 19 using the equation:

Absolute virtual lower column position=base motor offset+unwrapped motorposition signal value delta offset;

Where:

delta motor offset is the value of (wrapped) motor electrical positionwhen the (virtual compensated) upper column angle sensor reads zerodegrees (and there is no torsion bar deflection)

base motor offset has a value indicative of how many full electricalturns the upper column was away from zero degrees at key

The delta and base motor values are needed to place the motor positionsignal into the same frame as reference as the upper column absoluteposition signal that is produced by the processor of the combined torqueand position sensor.

The value of delta offset can vary by up to one motor position sensorwrap (one complete motor rotor electrical revolution) which means itwill take a value of between 0 and 4.39 degrees in this example. Theactual value depends on how the motor position sensor is aligned withthe steering column lower shaft during assembly and in use will notvary. Similarly, each increment in the counter (the base value) willcorrespond to 4.39 degrees of rotation away from a central zeroposition.

The method by which the processing means produces the third virtualtorque signal, and in particular how it calculates the base motorposition value, will now be explained. This should be read inconjunction with FIG. 7(a) which shows the processing stages performedby the processing means 19.

As described above a virtual lower column position signal is generatedin stage 19 e from the motor position signal 20 provided that the countvalue (the base motor position) is reliable and the delta offset of themotor during manufacture is known. A process of determining these duringoperation, such as following key one when they are not reliable, isexplained later, but for now it is assumed that these are known.

From the virtual lower column position signal the location of the lowercolumn shaft in the frame of reference of the upper column shaft can bedetermined. The absolute position of the upper column shaft is alreadyknown because it is produced by the processor unit 19 as part of thegeneration of the two torque channels. These two signals are thencompared in a stage 19 f to determine the difference between these twosignals. This difference indicates the amount of twist of the torsionbar. Processing this with knowledge of the properties of the torsionbar, i.e. how much it twists for a given torque, allows the torque inthe torsion bar to be determined by the processor to form the virtualtorque channel T3.

Note that whilst a virtual lower steering column shaft position signalcan be produced from the motor position sensor it is not possible toproduce an accurate virtual upper column position signal because thetorque is not known and hence the effect of offset between the lower andupper shafts due to twisting of the torsion bar is unknown. However, agood estimate of the twist can be made if the channel 1 or channel 2torque T1 or T2 is relied upon in order to perform the transformation tothe upper column frame of reference.

The skilled person will appreciate that the production of the virtualtorque depends on being able to express the angular position of themotor rotor and the angular position of the upper column shaft in thesame frame of reference. There are two primary factors, in addition tothe actual torque applied to the torsion bar that determine therelationship between these signals (others being the relative timing ofthe signal capture and any gearbox lash or compliance between the motoroutput shaft and the lower column shaft): Delta offset and Base motorposition.

Determining the Delta Offset

The delta offset will generally be stored in permanent memory and can belearnt after manufacture and reused on each key on. It will not change.One method by which the processing means can learn the offset is to lookat the motor position signal when it is known that there is zero torqueacross the torsion bar and when the upper column shaft is straightahead, i.e. at the zero position. This check can be made at any time aslong as the torque sensor is working, i.e. both torque channels give thesame reading.

Alternatively, the apparatus may take the difference between uppercolumn angle corrected for torsion bar deflection (so now a lower columnangle) and unwrapped motor angle. It may then consider the remainder ofthis angle after division by 4.39 degrees. That is delta motor offset.This approach has the advantage that can operate continuously. Becausethere is no guaranteed alignment of units in vehicles it is possiblethat in some vehicles the upper column angle will never read zerodegrees if the steering gear limits travel to, say ˜1080 degrees, of atotal range of, say, 1480 degree of output of the sensor.

Determining the Base Motor Position.

Unlike the delta offset, which only has to be learnt once due to thefixed angular relationship between the motor and the lower column shaft,the base motor position will generally be unknown at key on. This isbecause when the system is keyed off, and not learning or monitoring thesensor signals, the steering may be turned through any angle which willcause the motor rotor to rotate through one or more full turns. At keyon, the relative angle of the motor rotor can be determined directlyfrom the motor position sensor but the base motor position will beunknown as the counter value has not been updated and will therefore beunreliable.

A process of learning the base motor position during use of the systemafter key on and prior to providing any assistance torque (during a limphome mode) is therefore provided within the processing means.

Initially, after key on, an estimate of the base motor offset isgenerated by subtracting the lower column angle (motor angle correctedfor delta motor offset) from the upper column angle and rounding theresult to the nearest motor rotation (4.39 degrees).

In addition, a base motor offset that is one wrap less than this ischosen, and one which is one wrap more than this central estimate istaken. Each one of these is a plausible base motor value offset if thereis a large magnitude torque carried by the torsion bar at key on becausethe torsion bar deflection could have introduced at most one additionrotation of the motor (one motor rotation is 4.39 degrees of upper shaftrotation and the maximum allowed rotation of the torsion bar is 5degrees which is less than 2*4.39 degrees.

The need for three estimates can be understood with reference to FIG. 8,which shows that there may be a twist in the torsion bar, alpha, ofunknown magnitude between +−5 degrees from zero. With zero twist, thetwo marks shown in FIG. 8(a) will be in line as shown and the centralestimate will turn out to be correct. With a positive 5 degree twist,the central estimate will be wrong by 5 degrees or 1 turn (when rounded)as the motor will have turned by 1 more rotation than the numbersuggested by the central estimate. With a negative 4 degree twist, thecentral estimate will again be wrong as the motor will have made oneless turn.

Next, as the vehicle is driven, the deflection of the torsion bar iscalculated based on each of the three base motor position values. Atextremes of torque in the torsion bar, two of these estimated base motorposition values will give an impossible amount of twist in the torsionbar and so can be ruled out.

The behaviour of the system in each of the three possible scenarios atkey on (zero torque, high positive torque and high negative torque) isset out below.

Zero or Low Torque at Key on.

In this situation the central value is the correct one, althoughinitially this is not known. The torsion bar deflection is calculatedusing all three base motor values. As a large positive torque isapplied, the value of the calculated torsion bar deflection (or thecalculated third virtual torque value) will fall within a plausiblerange for the central value but fall outside of a plausible range forthe highest base motor position value. This highest value can thereforebe eliminated as a plausible value for key on. Similarly as a highnegative torque is applied the third torsion bar deflection will staywithin an acceptable range for the central value but the low base motorposition value will give a torsion bar deflection that is outside of anacceptable range and can be eliminated leaving only the central value asthe correct value. This is then used as the base motor position valueand the system is taken out of limp home mode to apply an assistancetorque.

Positive Torque Across the Torsion Bar During Key on

In a similar manner, if there was a positive torque present during keyon and a negative (or less positive) torque is applied to the torsionbar then first the lowest estimate will give a torsion bar deflectionthat is outside of an allowable range and can be eliminated. As morenegative torque is applied the central estimate will be eliminated.

Negative Torque Across the Torsion Bar During Key on

In a similar manner, if there was a negative torque present during keyon and a positive torque is applied to the torsion bar then first thehighest estimate and then the central estimate will give a torsion bardeflection that is outside of an allowable range and can be eliminated.

The applicant has also appreciated that any small timing errors in thesystem can lead to large errors in the estimate of torque. This is aparticular problem where signals are supplied by two differentprocessors, as will be the case where one is handling the motor positionsensor processing and the other the torque sensor processing. Toalleviate this problem a time stamp is applied to each position signalvalue generated in each processing unit. Then, when signals fromdifferent units are combined a correction can be applied to bring theminto exactly the same time frame allowing the magnitude of any error tobe reduced to within acceptable boundaries.

To improve the accuracy of the signals produced by the variousprocessors, each sample value of the raw signals produced by thesensors, e.g. the angular positions sensor output signals and the motorposition signal, are given a time stamp. The time stamp represents theprecise moment in time that the sample was captured. In a digitalsystem, each output signal will comprise a stream of discrete values,each representing the state of the measured parameter at a given time.The exact timing will depend on the clock for the processor used toproduce the signals, and where two or more processors are used the edgesof the clocks may not be exactly aligned or the samples may be capturedone or more clock cycles apart.

When comparing the signals, the time stamp allocated to each value isobserved by the processor. The difference between the two time stamps isthen determined by the processing means and multiplied by a measure orestimate of the column velocity determined from historical positionsmeasurements. This generates a correction value which can be added tothe measured signals to effectively extrapolate the older of the signals(the one with the oldest time stamp) to the latest signal frame. Thismethodology assumes velocity is constant in that time, which isreasonable in most cases. The signals are thereby “time aligned” so thatthey correspond to the exact same moment in time.

By time aligning the signals a useful increase in the accuracy of thesignals that are produced can be achieved.

Cross Check of Angle Signals.

In this particular implementation, the virtual torque is produced byrelying on the channel 1 lower and upper angle signals being withouterror, since these are required to produce the virtual upper columnangle signal. In the case where torque channel 2 has failed we end upwith a situation where both torque channel one (our remaining goodchannel) and the virtual torque signal depend on the same componentsfunctioning correctly. This is a potential common mode failure mode. Afailure in (say) the upper column angle signal can cause both torquechannel one and the virtual torque signal being in error by the sameamount. The virtual torque diagnostic will not detect this failure. Toprevent this failure mode we introduce an independent check on thevirtual upper column angle signal. This check uses independent (coarseangle) information to detect the common mode failure.

A check is therefore made by the checking unit in which two absoluteangular position signals are produced from the fine angle 40 degreesensor and the coarse sensor, the two then being compared.

The first of these signals is produced using the fine sensor for theresolution and the value of the coarse sensor to indicate which “repeat”of the 40 degree sensor is present (by looking at the relative phasingbetween the outputs of the two sensors). For example, with an absoluteposition of 70 degrees the fine sensor will read “30 degrees” and thecoarse sensor a coarse 70 degrees which allows the processor todetermine that the fine sensor is on 1 repeat and give a position of30+40 degrees=70 degrees.

The second absolute position is worked out by using the coarse sensor todetermine the resolution and the fine angle sensor to determine whatrepeat (i.e. multiple of turns of the coarse sensor) the steering is on.For example with 70 degrees the coarse will read 70 degrees and a crosscheck with the fine angle will reveal that the coarse sensor is on itsfirst turn, giving an angle of 70+0=70 degrees.

If there is an error in either sensor, the two absolute position valueswill not agree and an error will be flagged up by the checking unit.

The checking unit may also carry out a check of the variation in thevirtual upper column angular position value and the output of one orboth of the upper column position signals with a change in angle of theshaft 5. The applicant has appreciated that as the shaft rotates therewill be some variation in the output of each sensor relative to theother due to things such as run out of the rotors. These variationbetween the two sensors with angle will be consistent during use of theassembly, and can be monitored as the steering rotates and store in amemory. If the variation between the sensors with angular position doesnot vary in the expected manner, the checking unit may flag up an error.Since there are many instances during use of a steering system where theshaft is rotating it is easy to regularly perform this check within thechecking unit.

FIG. 10 shows a typical variation with angle for both a positive and anegative direction of rotation. The two differ due to effects such aslash within the sensor. These difference values may be stored in amemory of the checking unit. Alternatively, rather than absolutedifference values the change in value with change in angle may bestored—e.g. error increases by X for a 1 degree positive rotation, thendecreases by Y for the next degree and so on. Again, the checking unitwould be looking for the expected pattern of change.

Of course, the check could be performed outside of the checking unit,for example is a separate processing unit or within the combined torqueand angular position sensor assembly itself.

In accordance with the provisions of the patent statutes, the principleand mode of operation of this invention have been explained andillustrated in its preferred embodiments. However, it must be understoodthat this invention may be practiced otherwise than as specificallyexplained and illustrated without departing from its spirit or scope.

1. An electric power assisted steering apparatus comprising: a combinedangular position and torque sensor assembly comprising an upper columnshaft that in use is operatively connected to a steering wheel of avehicle, a lower column shaft that in use is operatively connected toroad wheels of the vehicle, a torsion bar that interconnects the uppercolumn shaft and the lower column shaft, a first torque signalgenerating means that generates a first torque signal based on angulardeflection of the torsion bar, a second torque signal generating meansthat generates a second torque signal based on the angular deflection ofthe torsion bar, an absolute position signal generating means that inuse produces an absolute upper column position signal indicative of theangular position of the upper column shaft, an electric motor that isconnected to the lower column shaft of the torque sensor assembly sothat a change in the angular position of the motor produces acorresponding change in the angular position of the output shaft and therelative angular positions are unaffected by torsion carried by thetorsion bar, and a motor position sensor carried by the motor thatprovides a motor position signal dependent on the angular position of amotor rotor, wherein the apparatus further comprises a virtual torquesignal generating means that in use is adapted to determine a thirdtorque signal from a combination of the motor position signal and theabsolute upper column position signal produced by the absolute positionsignal generating means.
 2. The apparatus according to claim 1 whichfurther includes an upper column angular position sensing means thatproduces at least one output signal that is dependent on the angularposition of the upper column shaft; a lower column position sensingmeans that produces at least one output signal that is dependent on theangular position of the lower column shaft, and a processing means whichproduces the first torque signal from an output signal from the upperand lower column position sensing means, and produces the second torquesignal from the output signals from the upper and lower column positionsensing means.
 3. The apparatus according to claim 2 in which theabsolute position signal generating means comprises a secondary angularposition sensor that is attached to the upper column shaft and producesan absolute position signal that is unique over a range of angularrotation of the upper column shaft.
 4. The apparatus according to claim3 in which the secondary angular position sensor is connected to theupper column shaft through a gear, which is configured to step up orstep down rotation of the secondary angular position sensor relative tothe upper column shaft.
 5. The apparatus according to claim 3 in whichthe absolute position signal generating means is arranged to produce anindependent absolute upper column angular position signal using one ofthe output signals from one of the upper and lower column positionssensors together with the output of the additional angular positionsensor.
 6. The apparatus according to claim 5 in which the processingmeans is adapted to produce the absolute upper column position signalfor the upper column shaft by combining the secondary angular positionsensor absolute position signal with one of the lower shaft sensoroutput signals and prior to combining or during the combining theprocessing means may correct the output signal of the lower columnposition sensor to remove the effect of any twisting of the torsion baras indicated by the torque signal that is produced by the processingmeans.
 7. The apparatus according to claim 6 in which the absoluteposition generating means shares one or more sensors with the firsttorque signal generating means and/or with the second torque signalgenerating means.
 8. The apparatus according to claim 1 which furtherincludes a cross checking means that is arranged to cross check thefirst and second torque signals with the third torque signal to checkthe integrity of the combined angular position and torque sensor.
 9. Theapparatus according to claim 2 in which one of the upper column angularposition sensing means comprises two angular position sensors, each ofwhich is adapted to generate one of the output signals, each of which isindependent of the other.
 10. The apparatus according to claim 9 inwhich each of the upper and lower column positioning sensing means has arelatively high resolution and produces a signal that repeats with aperiod that is less than one rotation of the respective upper and lowercolumn shafts so that on its own each of the output signals does notindicate the absolute position of either of the shafts and in which theprocessing means processes the upper and lower column shaft signals ofeach channel to produce a torque signal by using a differential processin which the relative phase of the two signals is determined and thetorque is derived from the difference between the two signals.
 11. Theapparatus according to claim 2 in which the combined torque and angularposition sensor comprises five sensors, and upper column shaft sensingmeans comprises two upper column sensors and a secondary sensor, and thelower column shaft sensing means comprises two lower column sensors. 12.The apparatus according to claim 1 which further includes a motorcontroller that receives at least one of the torque signals and causesthe motor to produce an assistance torque.
 13. The apparatus accordingto claim 2 in which the processing means comprises: a lower columnabsolute position determining means that determines the absoluteposition of the lower column shaft from the motor position; and avirtual torque determining means that compares the absolute upper columnposition signal with the lower absolute position signals to determinethe deflection of the torsion bar and therefrom the torque.
 14. Theapparatus according to claim 13 in which the motor position sensorproduces a signal that increases in value from a minimum to a maximumevery 360 degrees of electrical rotation and in which the processingmeans converts this signal into an absolute position signal in the uppercolumn shaft frame of reference that includes a delta offset value thatis indicative of the angular position of the motor within one electricalrotation at the time when the upper column shaft is at zero degrees withno torque applied across the torsion bar.
 15. The apparatus according toclaim 14 in which the processing means in use also generates a basemotor position value which is representative of how many motorelectrical rotations the motor is from the straight ahead position. 16.The apparatus according to claim 15 in which the delta offset value isstored in a memory and is retained for use during key on when the systemis switched to a state in which position measurements are made.
 17. Theapparatus according to claim 14 in which the processing means is adaptedto determine a base motor position value at key on by comparing themotor position from the motor position sensor with the absolute uppercolumn position signal to determine a central candidate, choosing ahigher candidate that is one base motor position value above this and alower candidate that is one motor position value below this, and duringsubsequent unpowered motion of the steering system producing a torsionbar deflection value from each candidate and ruling out the candidatesthat give implausible torsion bar deflection values over time as thesteering system moves until only one plausible candidate plausible. 18.The apparatus according to claim 3 in which the range of angularrotation of the upper column shaft is in excess of one rotation of theupper column shaft.
 19. The apparatus according to claim 3 in which therange of angular rotation of the upper column shaft is unique over 3 ormore rotations.
 20. The apparatus according to claim 15 further in whicha zero value corresponding to the upper column shaft also being at zerodegrees and with no torque carried by the torsion bar.